JPH04286869A - Cooling system of fuel cell - Google Patents
Cooling system of fuel cellInfo
- Publication number
- JPH04286869A JPH04286869A JP3050918A JP5091891A JPH04286869A JP H04286869 A JPH04286869 A JP H04286869A JP 3050918 A JP3050918 A JP 3050918A JP 5091891 A JP5091891 A JP 5091891A JP H04286869 A JPH04286869 A JP H04286869A
- Authority
- JP
- Japan
- Prior art keywords
- air
- cooling air
- fuel cell
- cooling
- passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000001816 cooling Methods 0.000 title claims abstract description 124
- 239000000446 fuel Substances 0.000 title claims abstract description 84
- 238000010248 power generation Methods 0.000 claims abstract description 15
- 230000007246 mechanism Effects 0.000 claims description 31
- 229910001285 shape-memory alloy Inorganic materials 0.000 claims description 13
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 10
- 239000001301 oxygen Substances 0.000 claims description 10
- 229910052760 oxygen Inorganic materials 0.000 claims description 10
- 230000007423 decrease Effects 0.000 claims description 8
- 239000003792 electrolyte Substances 0.000 claims description 7
- 238000000034 method Methods 0.000 claims 1
- 230000008844 regulatory mechanism Effects 0.000 abstract 1
- 238000011084 recovery Methods 0.000 description 9
- 238000001514 detection method Methods 0.000 description 7
- NBIIXXVUZAFLBC-UHFFFAOYSA-N Phosphoric acid Chemical compound OP(O)(O)=O NBIIXXVUZAFLBC-UHFFFAOYSA-N 0.000 description 6
- 239000000463 material Substances 0.000 description 5
- 229910045601 alloy Inorganic materials 0.000 description 3
- 239000000956 alloy Substances 0.000 description 3
- 229910000147 aluminium phosphate Inorganic materials 0.000 description 3
- 230000008901 benefit Effects 0.000 description 3
- 238000005192 partition Methods 0.000 description 3
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 2
- 239000003054 catalyst Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000001257 hydrogen Substances 0.000 description 2
- 229910052739 hydrogen Inorganic materials 0.000 description 2
- 229910017773 Cu-Zn-Al Inorganic materials 0.000 description 1
- 229910004337 Ti-Ni Inorganic materials 0.000 description 1
- 229910011209 Ti—Ni Inorganic materials 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 239000004035 construction material Substances 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- KHYBPSFKEHXSLX-UHFFFAOYSA-N iminotitanium Chemical compound [Ti]=N KHYBPSFKEHXSLX-UHFFFAOYSA-N 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
Landscapes
- Fuel Cell (AREA)
Abstract
Description
【０００１】0001
【産業上の利用分野】本発明は、燃料電池を空気により
冷却する燃料電池冷却方式に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel cell cooling system for cooling a fuel cell with air.
【０００２】0002
【従来の技術】従来の空冷式の、電解質にリン酸を用い
た燃料電池の例を図６に示す。リン酸型燃料電池は、燃
料極に水素を、空気極（酸素極）に空気を導き、水素と
空気中の酸素を反応させて発電を行うと共に、反応にと
もなって発生する熱を利用するシステムである。図にお
いて、１は燃料電池、２は燃料電池を収容する容器、３
は燃料極，４は空気極、５は冷却用空気通路、６は反応
用空気送風機、７は冷却用空気送風機、８は反応用空気
送風管、９は冷却用空気送風管、１０はマニホールド、
１１は温度検出手段、１２は信号ケーブル、１３は冷却
用空気送風機回転数制御手段、１４は排気空気管、１５
は熱回収用熱交換器、１９は電気出力部、２０は送電ケ
ーブル、２１は燃料電池の発電量検出手段、２２は反応
用空気送風機回転数制御手段、２４は発電量検出手段２
１と反応用空気送風機回転数制御手段２２を接続する信
号ケーブル、４０は電解質を示している。2. Description of the Related Art An example of a conventional air-cooled fuel cell using phosphoric acid as an electrolyte is shown in FIG. A phosphoric acid fuel cell is a system that generates electricity by introducing hydrogen to the fuel electrode and air to the air electrode (oxygen electrode), causing the hydrogen to react with the oxygen in the air, and also utilizing the heat generated by the reaction. It is. In the figure, 1 is a fuel cell, 2 is a container housing the fuel cell, and 3 is a fuel cell.
is a fuel electrode, 4 is an air electrode, 5 is a cooling air passage, 6 is a reaction air blower, 7 is a cooling air blower, 8 is a reaction air blower tube, 9 is a cooling air blower tube, 10 is a manifold,
11 is a temperature detection means, 12 is a signal cable, 13 is a cooling air blower rotation speed control means, 14 is an exhaust air pipe, 15
19 is a heat exchanger for heat recovery, 19 is an electric output unit, 20 is a power transmission cable, 21 is a fuel cell power generation amount detection means, 22 is a reaction air blower rotation speed control means, and 24 is a power generation amount detection means 2
1 and a signal cable connecting the reaction air blower rotation speed control means 22, and 40 indicates an electrolyte.
【０００３】燃料電池１は、その温度が高くなると空気
極４，燃料極３表面の触媒が焼結して性能が劣化し、温
度が低くなると発電効率が下がる。このため触媒が焼結
しない範囲で、なるべく高い温度に燃料電池１本体の温
度を制御する必要がある。そこで従来、空冷式の燃料電
池１の冷却用空気は、冷却用空気送風機７によって冷却
用空気送風管９を通して供給され、その送風量は燃料電
池１の温度検出手段１１によって検出された温度が設定
値になるように、冷却用空気送風機回転数制御手段１３
により冷却用空気送風機７の回転数を調節して制御して
いた。一方、空気極４で反応に使用される空気は冷却用
空気とは別に、反応用空気送風機６によって反応用空気
送風管８を通して供給され、その送風量は発電量検出手
段２１によって検出された燃料電池１の発電量に応じた
量になるように反応用空気送風機回転数制御手段２２に
より反応用空気送風機６の回転数を調節して制御してい
た。この理由は燃料電池１の発電量が変化した場合に、
冷却用に使用される空気は燃料電池１の温度によって制
御し、空気極４で反応に使用される空気量は発電量に応
じて制御する必要があるためである。その場合、定性的
には発電量が減少すれば発生する熱も少なくなるため、
反応用空気も冷却用空気も減少させる必要がある。When the temperature of the fuel cell 1 becomes high, the catalysts on the surfaces of the air electrode 4 and the fuel electrode 3 are sintered and the performance deteriorates, and when the temperature becomes low, the power generation efficiency decreases. Therefore, it is necessary to control the temperature of the main body of the fuel cell 1 to a temperature as high as possible within a range where the catalyst is not sintered. Therefore, conventionally, cooling air for the air-cooled fuel cell 1 is supplied by a cooling air blower 7 through a cooling air blowing pipe 9, and the amount of air blown is set to the temperature detected by the temperature detecting means 11 of the fuel cell 1. cooling air blower rotation speed control means 13 so that the
The rotational speed of the cooling air blower 7 was controlled by adjusting. On the other hand, the air used for the reaction at the air electrode 4 is supplied by a reaction air blower 6 through a reaction air blower pipe 8 in addition to the cooling air, and the amount of air blown is determined by the fuel consumption detected by the power generation amount detection means 21. The rotational speed of the reaction air blower 6 was controlled by adjusting the rotational speed of the reaction air blower 6 using the reaction air blower rotational speed control means 22 so as to correspond to the amount of power generated by the battery 1 . The reason for this is that when the amount of power generated by the fuel cell 1 changes,
This is because the air used for cooling needs to be controlled according to the temperature of the fuel cell 1, and the amount of air used for reaction at the air electrode 4 needs to be controlled according to the amount of power generation. In that case, qualitatively speaking, if the amount of power generation decreases, the amount of heat generated will also decrease.
Both reaction air and cooling air need to be reduced.
【０００４】0004
【発明が解決しようとする課題】しかしながら、上記従
来の技術による燃料電池の空冷方式では、空気量の制御
において、例えば発電量の減少により反応用空気と冷却
用空気を共に減少させる場合のそれぞれの減少量が異な
るため、反応用空気と冷却用空気はそれぞれ独立に制御
する必要があった。このため燃料電池に冷却用空気を供
給するための送風機７と、反応用空気を供給する送風機
６の合計２台の送風機が必要で、送風機が１台の場合に
比べて設置スペースが大きくなったり、故障確率が増加
したりする問題点があった。また、燃料電池冷却用通路
の入口には冷却用空気を多数設けられている冷却用空気
通路５に分配するための複雑なマニホールド１０が必要
であった。さらに、燃料電池１の温度を検出して冷却用
空気送風機７の送風量を制御するための温度検出手段１
１、送風機回転数制御手段１３等が必要であった。この
ように、従来の技術では、燃料電池１へ空気を供給する
ための装置が複雑になり、これらの装置を設置するため
のスペースも大きくなるという問題点があった。[Problems to be Solved by the Invention] However, in the air cooling system for fuel cells according to the above-mentioned conventional technology, when controlling the amount of air, for example, when reducing both reaction air and cooling air due to a decrease in the amount of power generation, each Since the amount of reduction was different, it was necessary to control the reaction air and the cooling air independently. Therefore, a total of two blowers are required: blower 7 to supply cooling air to the fuel cell and blower 6 to supply reaction air, which requires a larger installation space than when only one blower is used. , there was a problem that the probability of failure increased. In addition, a complicated manifold 10 is required at the entrance of the fuel cell cooling passage to distribute cooling air to a large number of cooling air passages 5. Furthermore, a temperature detection means 1 for detecting the temperature of the fuel cell 1 and controlling the amount of air blown by the cooling air blower 7.
1. Blower rotation speed control means 13 and the like were required. As described above, the conventional technology has the problem that the devices for supplying air to the fuel cell 1 are complicated and the space for installing these devices is also large.
【０００５】本発明は、上記問題点を解決するためにな
されたものであり、その目的は、簡単で省スペースな装
置構成で、燃料電池冷却用空気と反応用空気の供給を共
通に行いながら、燃料電池冷却用空気量と反応用空気量
を独立に制御できる燃料電池冷却方式を提供することに
ある。The present invention has been made to solve the above-mentioned problems, and its purpose is to provide a simple and space-saving device configuration, while simultaneously supplying fuel cell cooling air and reaction air. Another object of the present invention is to provide a fuel cell cooling method that can independently control the amount of air for cooling the fuel cell and the amount of air for reaction.
【０００６】[0006]
【課題を解決するための手段】上記の目的を達成するた
め、本発明の燃料電池冷却方式においては、燃料極，燃
料極側通路構成材，電解質，酸素極，酸素極側通路構成
材から成る発電層と冷却用空気通路を有する燃料電池に
おいて、前記冷却用空気通路の出口および／または前記
燃料電池をバイパスするように設けられた冷却用空気バ
イパス通路の出口に冷却用空気流量調節機構を設け、燃
料電池の温度が高くなった場合には前記冷却用通路を通
過する空気量が多くなるように、燃料電池の温度が低く
なった場合は前記冷却用通路を通過する冷却用空気量が
少なくなるように、前記冷却用空気流量調節機構を動作
させることを特徴としている。[Means for Solving the Problems] In order to achieve the above object, the fuel cell cooling system of the present invention includes a fuel electrode, a fuel electrode side passage member, an electrolyte, an oxygen electrode, and an oxygen electrode side passage member. In a fuel cell having a power generation layer and a cooling air passage, a cooling air flow rate adjustment mechanism is provided at the outlet of the cooling air passage and/or the outlet of a cooling air bypass passage provided to bypass the fuel cell. When the temperature of the fuel cell increases, the amount of air passing through the cooling passage increases, and when the temperature of the fuel cell decreases, the amount of cooling air passing through the cooling passage decreases. The present invention is characterized in that the cooling air flow rate adjustment mechanism is operated so that the cooling air flow rate adjustment mechanism is operated.
【０００７】[0007]
【作用】本発明の燃料電池冷却方式では、送風機が燃料
電池冷却用空気と反応用空気の供給を共通に行い、燃料
電池の冷却用空気通路，冷却用空気バイパス通路の出口
に冷却用空気流量調節機構を設けることにより、冷却用
空気と反応用空気の空気量を独立に制御できるようにす
る。これにより、燃料電池冷却用空気供給のための送風
機と反応用空気供給のための送風機を兼用できるように
するとともに、冷却用空気を別個に燃料電池冷却用通路
に分配するためのマニホールドを不要にし、装置構成を
簡単化する。[Operation] In the fuel cell cooling system of the present invention, the blower commonly supplies fuel cell cooling air and reaction air, and the cooling air flow rate is applied to the outlet of the fuel cell cooling air passage and cooling air bypass passage. By providing an adjustment mechanism, the amounts of cooling air and reaction air can be independently controlled. This allows the blower to be used for both fuel cell cooling air supply and reaction air supply, and eliminates the need for a separate manifold for distributing cooling air to the fuel cell cooling passages. , simplifying the device configuration.
【０００８】[0008]
【実施例】以下、本発明の実施例を、図面を参照して詳
細に説明する。Embodiments Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
【０００９】図１は本発明の第１の実施例の構成を示す
燃料電池の正面からの立断面図、図２，図３は図１の燃
料電池をＡの矢示方向から見た動作状態を示す斜視図、
図４は水平断面図である。FIG. 1 is an elevational sectional view from the front of a fuel cell showing the configuration of a first embodiment of the present invention, and FIGS. 2 and 3 are operational states of the fuel cell in FIG. 1 viewed from the direction of arrow A. A perspective view showing
FIG. 4 is a horizontal sectional view.
【００１０】これらの図において、１は燃料電池、２は
燃料電池１を収容する容器、３は燃料極，燃料極側通路
構成材、４は空気極（酸素極），空気極（酸素極）側通
路構成材、５は冷却用空気通路、１４は排気空気管、１
５は熱回収用熱交換器、１６は冷却用空気と反応用空気
を供給する送風機、１７は冷却用空気と反応用空気を供
給する管、１８は冷却用空気バイパス通路、２１は燃料
電池の発電量検出手段、２３は冷却用空気と反応用空気
の送風機回転数制御手段、３０は冷却用空気流量調節機
構、３１は冷却用空気バイパス量を調節する流量調節機
構、３２は形状記憶合金、４０は電解質を示している。
燃料電池は、燃料極，燃料極側通路構成材３と、電解質
４０と、空気極，空気極側通路構成材４とから形成され
る発電層が積層され、その発電層数層毎に冷却用空気通
路５が設けられて成る。In these figures, 1 is a fuel cell, 2 is a container that houses the fuel cell 1, 3 is a fuel electrode, a fuel electrode side passage forming material, and 4 is an air electrode (oxygen electrode), an air electrode (oxygen electrode). Side passage constituent material, 5 is a cooling air passage, 14 is an exhaust air pipe, 1
5 is a heat exchanger for heat recovery, 16 is a blower that supplies cooling air and reaction air, 17 is a pipe that supplies cooling air and reaction air, 18 is a cooling air bypass passage, and 21 is a fuel cell 23 is a blower rotation speed control means for cooling air and reaction air; 30 is a cooling air flow rate adjustment mechanism; 31 is a flow rate adjustment mechanism for adjusting the cooling air bypass amount; 32 is a shape memory alloy; 40 indicates an electrolyte. In a fuel cell, power generation layers formed of a fuel electrode, a fuel electrode side passage member 3, an electrolyte 40, an air electrode and an air electrode side passage member 4 are stacked, and each of the power generation layers has a cooling layer. An air passage 5 is provided.
【００１１】本実施例の構成において、冷却用空気通路
５の入口と空気極側通路構成材４で形成される反応用空
気通路の入口は共通に冷却用空気と反応用空気を供給す
る管１７に連通されている。この管１７には冷却用空気
と反応用空気を共通に供給する送風機１６が挿入され、
送風機１６は発電量検出手段２１で検出した燃料電池１
の発電量に応じてその空気量が送風機回転数制御手段２
３により制御される。各冷却用空気通路５の出口には、
少なくとも冷却用空気流量調節機構３０が設けられ、適
宜な手段により燃料電池１の温度が設定値を保つように
各冷却用空気通路を開閉する。本実施例では、上記手段
として図２に示す形状記憶合金３２を用いる。また、本
実施例では図２，図３に示すように、さらに冷却用空気
バイパス通路１８を設け、その出口に上記流量調節機構
３０の開閉とは逆動作する流量調節機構３１を設ける。
上記において、冷却用空気通路５の周囲は熱伝導のよい
材料で、冷却用空気バイパス通路１８の周囲は熱伝導の
悪い材料で構成する。これらの冷却用空気通路５，冷却
用空気バイパス通路１８および空気極３の反応用空気通
路の各出口は、排気空気管１４に合流されて熱回収用熱
交換器１５に導かれる。In the configuration of this embodiment, the inlet of the cooling air passage 5 and the inlet of the reaction air passage formed by the air electrode side passage member 4 are connected to a pipe 17 that supplies cooling air and reaction air in common. is communicated with. A blower 16 that commonly supplies cooling air and reaction air is inserted into this pipe 17,
The blower 16 is connected to the fuel cell 1 detected by the power generation amount detection means 21.
The amount of air is adjusted according to the amount of power generated by the blower rotation speed control means 2.
3. At the outlet of each cooling air passage 5,
At least a cooling air flow rate adjustment mechanism 30 is provided, and each cooling air passage is opened and closed by appropriate means so that the temperature of the fuel cell 1 is maintained at a set value. In this embodiment, a shape memory alloy 32 shown in FIG. 2 is used as the above means. Further, in this embodiment, as shown in FIGS. 2 and 3, a cooling air bypass passage 18 is further provided, and a flow rate adjustment mechanism 31 that operates in the opposite manner to the opening and closing of the flow rate adjustment mechanism 30 is provided at the outlet thereof. In the above, the area around the cooling air passage 5 is made of a material with good heat conduction, and the area around the cooling air bypass passage 18 is made of a material with poor heat conduction. The respective outlets of the cooling air passage 5, the cooling air bypass passage 18, and the reaction air passage of the air electrode 3 are joined to the exhaust air pipe 14 and guided to the heat recovery heat exchanger 15.
【００１２】図２における形状記憶合金３２としては、
リン酸型燃料電池では冷却空気の排気温度が１００〜１
５０℃であることから、変形温度が１００〜１５０℃程
度である例えばＣｕ−Ｚｎ−Ａｌ系の合金，Ｔｉ−Ｎｉ
系の合金，あるいはＭｎ−Ｃｕ系の合金を用いることが
考えられる。The shape memory alloy 32 in FIG.
In phosphoric acid fuel cells, the exhaust temperature of cooling air is 100 to 1
50°C, the deformation temperature is about 100 to 150°C, such as Cu-Zn-Al alloy, Ti-Ni.
It is conceivable to use a Mn-Cu based alloy or a Mn-Cu based alloy.
【００１３】以上のように構成した第１の実施例の動作
および作用を述べる。The operation and effects of the first embodiment configured as above will be described.
【００１４】まず、図２，図３を用いて動作について説
明する。冷却用空気通路５の出口側に設けた冷却用空気
量を調節する流量調節機構３０および冷却用空気バイパ
ス通路１８の出口側に設けた冷却用空気のバイパス量を
調節する流量調節機構３１は、燃料電池１の温度を制御
する。すなわち、燃料電池１の温度が高くなり冷却用空
気通路５の出口温度が高くなると、図２に示すように冷
却用空気通路５の流量調節機構３０が形状記憶合金３２
により開き、同時に冷却用空気バイパス通路１８の流量
調節機構３１が閉じる。この結果、燃料電池１の冷却が
促進される。ここで、流量調節機構３１は、その開閉が
、流量調節機構３０の開閉と逆動作になるように流量調
節機構３０に取り付けられている。一方、燃料電池１の
温度が低くなり冷却用空気通路５の出口温度が低くなる
と、図３に示すように冷却用空気通路の流量調節機構３
０が形状記憶合金３２により閉じ、同時に冷却用空気バ
イパス通路１８の流量調節機構３１が開く。この結果、
燃料電池１の冷却が抑制される。このようにして燃料電
池１の温度が設定値に保たれる。First, the operation will be explained using FIGS. 2 and 3. The flow rate adjustment mechanism 30 provided on the exit side of the cooling air passage 5 to adjust the amount of cooling air and the flow rate adjustment mechanism 31 provided on the exit side of the cooling air bypass passage 18 to adjust the bypass amount of cooling air are as follows: Controls the temperature of the fuel cell 1. That is, when the temperature of the fuel cell 1 increases and the temperature at the outlet of the cooling air passage 5 increases, the flow rate adjustment mechanism 30 of the cooling air passage 5 changes to the shape memory alloy 32 as shown in FIG.
At the same time, the flow rate adjustment mechanism 31 of the cooling air bypass passage 18 closes. As a result, cooling of the fuel cell 1 is promoted. Here, the flow rate adjustment mechanism 31 is attached to the flow rate adjustment mechanism 30 so that its opening and closing are opposite to the opening and closing of the flow rate adjustment mechanism 30. On the other hand, when the temperature of the fuel cell 1 becomes low and the outlet temperature of the cooling air passage 5 becomes low, as shown in FIG.
0 is closed by the shape memory alloy 32, and at the same time, the flow rate adjustment mechanism 31 of the cooling air bypass passage 18 is opened. As a result,
Cooling of the fuel cell 1 is suppressed. In this way, the temperature of the fuel cell 1 is maintained at the set value.
【００１５】流量調節機構３０および３１は冷却用空気
通路５および冷却用空気バイパス通路１８のみを塞ぐよ
うになっており、反応用空気が通過する空気極４の反応
用空気通路は塞がない構造となっている。一方、図１に
おける送風機１６の送風量は、発電量検出手段２１によ
って検出された燃料電池１の発電量に応じて送風機回転
数制御手段２３により送風機１６の回転数を調節して制
御されるが、その送風量は燃料電池１の冷却に必要な充
分な空気量が加わったものになっている。このため空気
極４には、必要な量の反応用空気が供給されることにな
る。The flow rate adjustment mechanisms 30 and 31 are designed to block only the cooling air passage 5 and the cooling air bypass passage 18, and do not block the reaction air passage of the air electrode 4 through which reaction air passes. It becomes. On the other hand, the amount of air blown by the blower 16 in FIG. The amount of air blown is such that a sufficient amount of air necessary for cooling the fuel cell 1 is added. Therefore, the air electrode 4 is supplied with a necessary amount of reaction air.
【００１６】本実施例では、燃料電池１の冷却用空気と
反応用空気の供給を送風機１６が共通に行いながら、冷
却用空気流量調節機構３０，３１により冷却用空気と反
応用空気を独立に制御することができる。従って、送風
機１６が従来例における冷却用空気供給のための送風機
と反応用空気供給のための送風機を兼ねることができる
とともに、冷却用空気を別個に冷却用通路に分配するた
めのマニホールド等を不要にすることができ、装置構成
を簡単にすることができる。In this embodiment, while the blower 16 commonly supplies cooling air and reaction air to the fuel cell 1, the cooling air flow rate adjustment mechanisms 30 and 31 independently supply the cooling air and reaction air. can be controlled. Therefore, the blower 16 can double as a blower for supplying cooling air and a blower for supplying reaction air in the conventional example, and there is no need for a manifold or the like for separately distributing cooling air to cooling passages. It is possible to simplify the device configuration.
【００１７】次に、本発明の第２の実施例を説明する。Next, a second embodiment of the present invention will be described.
【００１８】図５は、その構成を示す燃料電池の水平断
面図である。図において、１４−１はバイパス空気排気
管、３３は仕切板である。これ以外の構成部分は、第１
の実施例における同一符号の構成部分と同様である。FIG. 5 is a horizontal sectional view of the fuel cell showing its configuration. In the figure, 14-1 is a bypass air exhaust pipe, and 33 is a partition plate. The other components are the first
Components with the same reference numerals are the same as those in the embodiment.
【００１９】前述した第１の実施例では、冷却用空気通
路５を通った高温の空気と冷却用空気バイパス通路１８
を通った低温の空気が混合して排気管１４から排気され
るため、熱回収用熱交換器１５での熱回収温度が低下す
る。そこで、本実施例では、冷却用空気通路５を通った
空気と冷却用空気バイパス通路１８を通った空気の通路
の間に仕切板３３を設け、さらに冷却用空気通路５を通
った空気を排気するための排気管１４とは別に冷却用空
気バイパス通路１８を通ったバイパス空気の排気管１４
−１を設け、排気管１４側に熱回収用熱交換器１５を設
ける。これにより、熱回収用熱交換器１５には冷却用空
気通路５を通った高温の空気のみが通るようにして熱回
収温度を高く保つ。In the first embodiment described above, the high temperature air passing through the cooling air passage 5 and the cooling air bypass passage 18
Since the low-temperature air that has passed through is mixed and exhausted from the exhaust pipe 14, the heat recovery temperature in the heat recovery heat exchanger 15 decreases. Therefore, in this embodiment, a partition plate 33 is provided between the air passing through the cooling air passage 5 and the air passing through the cooling air bypass passage 18, and the air passing through the cooling air passage 5 is exhausted. A bypass air exhaust pipe 14 that passes through a cooling air bypass passage 18 separately from the exhaust pipe 14 for cooling.
-1 is provided, and a heat recovery heat exchanger 15 is provided on the exhaust pipe 14 side. Thereby, only the high temperature air that has passed through the cooling air passage 5 passes through the heat recovery heat exchanger 15, thereby maintaining the heat recovery temperature high.
【００２０】なお、以上の実施例では、冷却用空気通路
５毎の各流量調節機構３０に個別に形状記憶合金を設け
て独立に開閉させるようにしているが、すべての流量調
節機構３０をリンク機構等により連結して、１つの形状
記憶合金により開閉させるようにしてもよい。また、複
数の形状記憶合金を使用し、変態温度を相互に数℃づつ
異なるようにしておけば、冷却空気の流量調節を連続的
に行える。さらに流量調節の精度を上げるには、流量調
節機構３０を分割し、それぞれに形状記憶合金を設けて
独立に開閉させればよい。このように本発明は、その主
旨に沿って種々に応用され、種々の実施態様を取り得る
ものである。In the above embodiment, each flow rate adjustment mechanism 30 for each cooling air passage 5 is individually provided with a shape memory alloy so that they can be opened and closed independently, but all flow rate adjustment mechanisms 30 are linked. They may be connected by a mechanism or the like and opened and closed by one shape memory alloy. Furthermore, if a plurality of shape memory alloys are used and the transformation temperatures are set to differ by several degrees centigrade, the flow rate of the cooling air can be continuously adjusted. In order to further improve the accuracy of flow rate adjustment, the flow rate adjustment mechanism 30 may be divided into parts, each provided with a shape memory alloy, and opened and closed independently. As described above, the present invention can be applied in various ways and can take various embodiments in accordance with the gist thereof.
【００２１】[0021]
【発明の効果】以上の説明で明らかなように、本発明の
燃料電池冷却方式は、燃料電池冷却用空気と反応用空気
の供給を共通に行いながら、燃料電池冷却用空気量と反
応用空気量を独立に制御できるため、燃料電池への空気
供給系統を簡単にできるとういう利点がある。また冷却
用空気流量調節機構として形状記憶合金を使用すること
により冷却用空気流量制御手段が不要になるという利点
がある。Effects of the Invention As is clear from the above explanation, the fuel cell cooling method of the present invention allows the fuel cell cooling air and the reaction air to be supplied in common, and the amount of fuel cell cooling air and the reaction air to be controlled. Since the amount can be controlled independently, it has the advantage of simplifying the air supply system to the fuel cell. Further, by using a shape memory alloy as the cooling air flow rate adjustment mechanism, there is an advantage that a cooling air flow rate control means is not required.
【００２２】また、本発明の請求項２の発明によれば、
特に、冷却用空気流量調節機構として形状記憶合金を使
用することにより、燃料電池の温度を検出して冷却用空
気流量調節機構を制御するための装置が不要になり、さ
らに装置構成が簡単になる利点が得られる。[0022] Furthermore, according to the invention of claim 2 of the present invention,
In particular, by using a shape memory alloy as the cooling air flow rate adjustment mechanism, there is no need for a device to detect the temperature of the fuel cell and control the cooling air flow rate adjustment mechanism, further simplifying the device configuration. Benefits can be obtained.
【図１】本発明の第１の実施例を示す燃料電池の正面か
らの立断面図FIG. 1 is an elevational sectional view from the front of a fuel cell showing a first embodiment of the present invention.
【図２】上記第１の実施例の動作状態を示す斜視図[Fig. 2] A perspective view showing the operating state of the first embodiment.
【図
３】上記第１の実施例の他の動作状態を示す斜視図FIG. 3 is a perspective view showing another operating state of the first embodiment.
【図
４】上記第１の実施例の水平断面図[Fig. 4] Horizontal cross-sectional view of the first embodiment
【図５】本発明の第
２の実施例を示す燃料電池の水平断面図FIG. 5 is a horizontal sectional view of a fuel cell showing a second embodiment of the present invention.
【図６】従来例の燃料電池の正面からの立断面図[Figure 6] Elevated sectional view from the front of a conventional fuel cell
【符号
の説明】
１…燃料電池、２…燃料電池１を収容する容器、３…燃
料極，燃料極側通路構成材、４…空気極（酸素極），空
気極（酸素極）側通路構成材、５…冷却用空気通路、１
４…排気空気管、１４−１…バイパス空気排気管、１５
…熱回収用熱交換器、１６…冷却用空気と反応用空気を
供給する送風機、１７…冷却用空気と反応用空気を供給
する管、１８…冷却用空気バイパス通路、２１…燃料電
池の発電量検出手段、２３…冷却用空気と反応用空気の
送風機回転数制御手段、３０…冷却用空気流量調節機構
、３１…冷却用空気バイパス量を調節する流量調節機構
、３２…形状記憶合金、３３…仕切板、４０…電解質。[Explanation of symbols] 1...Fuel cell, 2...Container housing fuel cell 1, 3...Fuel electrode, fuel electrode side passage construction material, 4...Air electrode (oxygen electrode), air electrode (oxygen electrode) side passage configuration Material, 5...Cooling air passage, 1
4...Exhaust air pipe, 14-1...Bypass air exhaust pipe, 15
...Heat exchanger for heat recovery, 16...Blower that supplies cooling air and reaction air, 17...Pipe that supplies cooling air and reaction air, 18...Cooling air bypass passage, 21...Power generation by fuel cell Quantity detection means, 23... Blower rotation speed control means for cooling air and reaction air, 30... Cooling air flow rate adjustment mechanism, 31... Flow rate adjustment mechanism for adjusting the amount of cooling air bypass, 32... Shape memory alloy, 33 ...Partition plate, 40...Electrolyte.
Claims (2)
，酸素極，酸素極側通路構成材から成る発電層と冷却用
空気通路を有する燃料電池において、前記冷却用空気通
路の出口および／または前記燃料電池をバイパスするよ
うに設けられた冷却用空気バイパス通路の出口に冷却用
空気流量調節機構を設け、燃料電池の温度が高くなった
場合には前記冷却用通路を通過する空気量が多くなるよ
うに、燃料電池の温度が低くなった場合は前記冷却用通
路を通過する冷却用空気量が少なくなるように、前記冷
却用空気流量調節機構を動作させることを特徴とする燃
料電池冷却方式。1. A fuel cell having a power generation layer including a fuel electrode, a fuel electrode side passage member, an electrolyte, an oxygen electrode, and an oxygen electrode side passage member, and a cooling air passage, wherein an outlet of the cooling air passage and/or Alternatively, a cooling air flow rate adjustment mechanism is provided at the outlet of the cooling air bypass passage provided to bypass the fuel cell, and when the temperature of the fuel cell becomes high, the amount of air passing through the cooling passage is adjusted. The cooling air flow rate adjusting mechanism is operated so that the amount of cooling air passing through the cooling passage decreases when the temperature of the fuel cell becomes low. method.
金を使用して動作させることを特徴とする請求項１記載
の燃料電池冷却方式。2. The fuel cell cooling method according to claim 1, wherein the cooling air flow rate adjustment mechanism is operated using a shape memory alloy.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3050918A JPH04286869A (en) | 1991-03-15 | 1991-03-15 | Cooling system of fuel cell |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3050918A JPH04286869A (en) | 1991-03-15 | 1991-03-15 | Cooling system of fuel cell |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH04286869A true JPH04286869A (en) | 1992-10-12 |
Family
ID=12872177
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3050918A Pending JPH04286869A (en) | 1991-03-15 | 1991-03-15 | Cooling system of fuel cell |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH04286869A (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001210348A (en) * | 1999-11-17 | 2001-08-03 | Equos Research Co Ltd | Fuel cell device |
| JP2001332279A (en) * | 1999-11-17 | 2001-11-30 | Equos Research Co Ltd | Fuel cell device |
| JP2001332278A (en) * | 1999-11-17 | 2001-11-30 | Equos Research Co Ltd | Fuel cell device |
| JP2005216852A (en) * | 2004-01-28 | 2005-08-11 | Samsung Sdi Co Ltd | Fuel cell system |
| JP2010020966A (en) * | 2008-07-09 | 2010-01-28 | Nippon Telegr & Teleph Corp <Ntt> | Fuel cell power generation system, and operation method thereof |
| JP2011023304A (en) * | 2009-07-17 | 2011-02-03 | Mitsubishi Heavy Ind Ltd | Combined power generation system |
| JP2011518417A (en) * | 2008-04-18 | 2011-06-23 | ザ・ボーイング・カンパニー | Alternative path cooling for high temperature fuel cells |
| JP2016147519A (en) * | 2015-02-10 | 2016-08-18 | 八洲電業株式会社 | Flight vehicle |
| DE102022113200A1 (en) | 2021-06-02 | 2022-12-08 | Toyota Jidosha Kabushiki Kaisha | Air-cooled fuel cell system |
-
1991
- 1991-03-15 JP JP3050918A patent/JPH04286869A/en active Pending
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4686812B2 (en) * | 1999-11-17 | 2011-05-25 | 株式会社エクォス・リサーチ | Fuel cell device |
| JP2001332279A (en) * | 1999-11-17 | 2001-11-30 | Equos Research Co Ltd | Fuel cell device |
| JP2001332278A (en) * | 1999-11-17 | 2001-11-30 | Equos Research Co Ltd | Fuel cell device |
| JP2001210348A (en) * | 1999-11-17 | 2001-08-03 | Equos Research Co Ltd | Fuel cell device |
| JP4686813B2 (en) * | 1999-11-17 | 2011-05-25 | 株式会社エクォス・リサーチ | Fuel cell device |
| JP2005216852A (en) * | 2004-01-28 | 2005-08-11 | Samsung Sdi Co Ltd | Fuel cell system |
| JP4637596B2 (en) * | 2004-01-28 | 2011-02-23 | 三星エスディアイ株式会社 | Fuel cell system |
| US7514170B2 (en) | 2004-01-28 | 2009-04-07 | Samsung Sdi Co., Ltd. | Fuel cell system |
| JP2011518417A (en) * | 2008-04-18 | 2011-06-23 | ザ・ボーイング・カンパニー | Alternative path cooling for high temperature fuel cells |
| JP2010020966A (en) * | 2008-07-09 | 2010-01-28 | Nippon Telegr & Teleph Corp <Ntt> | Fuel cell power generation system, and operation method thereof |
| JP2011023304A (en) * | 2009-07-17 | 2011-02-03 | Mitsubishi Heavy Ind Ltd | Combined power generation system |
| JP2016147519A (en) * | 2015-02-10 | 2016-08-18 | 八洲電業株式会社 | Flight vehicle |
| DE102022113200A1 (en) | 2021-06-02 | 2022-12-08 | Toyota Jidosha Kabushiki Kaisha | Air-cooled fuel cell system |
| US11870115B2 (en) | 2021-06-02 | 2024-01-09 | Toyota Jidosha Kabushiki Kaisha | Air-cooled fuel cell system |
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